Underframe for railway-cars.



s'rafrs *fc sie JOHN F. OCONNOR, OF CHICAGO, ILLINOIS, ASSIGNOB, TO WILLIAM H. MINER, F

CI-IAZY, NEW YORK.

UNDERFRAME FOR RAILWAY-CARS.

To allgoiom #mcy-concern: l

Be it known that I, JOHN F. OCoNNoR,

3a: citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and "lise-ful Improvement in Underframes for llailway-Carsof which the following is a full, clear, concise, and exact description,

reference being had to the accompanying in railway cars, andl one designed to reinf force such under-frames. v

Other objects will appear from the description hereinafter following..

In the drawings forming a parti of this specification Figure V1 is a longitudinal section of a portion of a car under-frame ein'- bodying my invention; Fig. 2 isvv a. horizontal section taken on line 2-2 of Fig. 1; Fig.

-3 is a cross section taken on linel 3-3 of 1; Fig. l is a cross section taken on line 4 4 of Fig. 1; Fig. 5 is across section taken on line 5-5 of Fig. 1. y

Referring to the drawingsthe numerals 6, 6 indicate center sills of a wooden underframe "for railway cars, spaced apart in the usual manner, having a floor 7 superimposed thereon. The center sills are not shown in entire length in the drawings, the same be.- ing broken away as indicated at the numeral '8. Mounted at the ends of the center sills is ,an end sill 9, having a buffer block 10 which is associated therewith and a striking plate 11 -mounted upon the buffer block. The bolster 12 is of the usual well-known bathtub type, the same being transversely airanged underneath the center sillsG, 6. A channel-shaped member 13 with the flanges 14:, 14 thereof upturnedextends from vthe rear face of the end sill 9 a suitable distance back of the body bolster 12 and between the center sills 6,16, the same passing over'the body bolster 12 and-being secured to the center sills by suitable means', preferably the bolts 15, 15 passing through the Patent-ed May 11, 1915.

Application led June 12, 1914. Serial No. 844,615.

flanges 14 and through the center sills 6, 6.' At its forward end the member 13 is secured to. the horizontal flange 1G of the end sill reinforcing member 17. The member. 13 is also secured to the body bolster 12, preferably by rivets 13, 1S passing through the same and through the outturned ianges 19, 19 of the body bolster. In preferable construction a plate 20` forming the upper member of the body bolster 12 is 'secured between the flanges 19 and the member 13, the same being provided with a perforation 21 for the passage of the` king-pin therethrough. In front of the bodybolster, spaced apart vertical. plates 22, 22 depend from the -center sills, the said plates extending at their forward end to the striking\plate 11, same being secured to the center sills by means of vthe angles 23, 23 extending along the outer sides of said plates and secured to the center sills bythe bolts 241, 24, the said angles being suitably attached, preferably by rivets, to lthe plates 22, 22. On the inner faces of the plates 22 lare provided the angles 25, 25, the horizontalI flanges thereof being secured by suitable means, preferably the rivets 26,

26, to the member 13, the vertical` anges -ably by the rivets 30, passing through the plates and the dependent flanges 29.'

Back of the body bolster 12 dependent spaced apart l'plates 31, 31 are attached to theanember 13 by means of theriveted angles 32, 32 extending along the inner faces of said plates 31 and the under face of the member 13, the said plates 31, 31 being provided along their Vouter edges with the angles 33, 33 which are riveted thereto and sei cured to the center sills 6, 6 by suitable means, preferably thebolts`34, 3a. At their lower edges the plates 31, 31 are secured'to the channel-shaped member 23, the said channel-shaped member 28 extending under` neatli the body bolster 12a suitable distance rearwardly'thereof. Underneath the body bolster a body bolster center plate is sethe passage of the body bolster 12, the said opening being between the upper member 13 and the lower member 28 and the rear ends of the plates 22, 22 and the forward ends of the plates 31, 31. The girder is provided between the body bolster 12 and the end sill 9 with a vertical opening 40, formed by the registering slots 41, 41 in the upper member 13 and the lower member 28 respectively of the girder, the walls forming the front end of said slot constituting upper and lower front stop shoulders 42 and 43 respectively for a draft gear, the walls forming the rear ends of said slots constituting upper and lower rear stop shoulders 44 and 45 respectively. A draft gear of suitable type may be mounted therein, as illustrated in the drawings, comprising springs 46, 46 in vertical twin arrangement mounted between the front and rear followers 47 and 43 respectively, the said followers being surrounded by a draft yoke 49 slidably mounted upon a stationary keyl 50 passing between the upper and lower springs 46 and secured at its ends in the transverse slots 51, 51 in the plates 22, 22 of the box girder.

'The yoke 49 is slidably connected at its forward end to the draw-bar 52 by means of a coupler key 53 passing throughthe draw-bar and through the elongated slots 54 in the limbs of the draft yoke, the said key 53 extending at its ends through slots 55, 55 with adjacent portion of the p'lates 22, 22, the said slots 55, 55 being longitudinally extended to permit forward and rearward movement of the coupler key 53 therein. The followers, springs, yoke and drawbarare shown by the dotted lines in Fig. 1 of the drawings. The position of the springs and followers within the girder is further illustrated by the dotted lines in Fig. 3 of the drawings. The key 50 and the coupler key 53 are shown in plan View in Fig. 2 of the drawings and in cross section in Fig. 1.

It will be observed that the girder may be readily applied to underframes having wooden center sills and constitutes a rigid reinforcing member for the ends of thecar under-frame, also giving great rigidity of structure to the under-frame at and adjacent the body bolster; that the said girder constitutes an efficient draft member for the mounting of the parts of the draft rigging and the draft gear embodied in the same and that the same, together vwith the means of rigidly securing it to the center sills, forms with the center sills a particularly strong car under-frame.

I claim: l

l. In an under-frame for railway cars, combination with center sills, a dependent box girder secured thereto, said girder having a transverse opening for the passage of the body-bolster.

2 In an under-frame for railway cars, the combination with wooden center sills, a dependent box girder secured thereto, said girder having a transverse opening for the passage of a body-bolster.

3. In an under-frame for railway cars, the combination with center sills, under sills and body-bolsters sub-adjacent to the center sills of draft-arms, each draft-arm comprising a channel-shaped member extended for-` wardly and rearwardly from the body-bolster and above the same, a further channelshaped member extended forwardly and rearwardly `of the bolster and below the same, and plates connecting said members, the said draft-arm being secured to the center sills.

4. In an under-frame for railway cars, in combination, center sills, end sills, body-bolsters, the center sills being provided at their ends with a draft member, the draft member comprising upper and lower channel-shaped members and plates connecting said members, the body-holsters passing through said `graft-arm between the channel-shaped memers.

5. In an under-frame for railway cars, in combination with center sills, end sills and body-holsters, of a draft member for each end of the center sills, the draft member comprising a channel-shaped member extending from the end sill rearwardly of-the body-holsters and above the same, a further channel-shaped member passing underneath the end sill of the body-bolster and rearwardly of the same, vertical plates including said channel-shaped member, the upper channel-shaped member being secured between the center sills and the body-holsters passing transversely between the channelshaped members,

6. In an under-frame for railway cars, the combination with center sills, end sills, and body-holsters, of a box-like girder for each end of the center sills, each girder comprising an upper plate, a lower plate, front and rear vertical plates. connected with same, said front and rear plates being spaced apart for the passage of the body-bolster between the upper and lower members.

7. In an under-frame for railway cars, in combination, center sills, and end sills associated therewith, a body-bolster beneath the center sills, a pair of girder members and 'connected plates therefor, the upper girder member being secured to the center sills, and extending from the end sill rearwardly kof the body-bolster and above the same, the other girder member extending forwardly and rearwardly of the body-bolster and below the same, the plates connecting said girder members and -having an opemng therein for the passage ofthe body-bolster.

8.l In an under-frame for railway cars, theA combination center sills, an end sill, a'bodybolster and a dependent box girder secured to the center sills, and having a transverse opening for the passage of the body-bolster, of angles secured to the girder-and to the Vcenter sills.

9. In an under-frame for railway cars, in combination, center sills, a transverse bodybolster underneath the center sills, a dependent box girder secured to the center sills, and having a transverse opening therein for the passage of the body-bolster, and angles secured to under corners of the box girder.

10. In an under-frame for railway cars,

' in combination, center sills, a body-bolster,

a dependent box girder secured to the center sills, said girder having a transverse opening for the passage of the body-bolster and angles secured to corners within said girder in front of and in rear of the body-bolster.'

11. In an under-frame for railway cars, in combination, center sills, an upper channellike member secured between the center sills,

a lower channel-like member, a body-bolster passing transversely between said channellike members and underneath the center sill, plates connecting the channel-like members forwardly -and I rearwardly of the body-V bolster.

12. In an under-frame for railway cars, in combination, center sills, an upper lrder member secured between the center .s' and body-bolster passing transversely beneath the center sills and said girder member, a lower girder member passing beneath the body-bolster, vertical plates secured to the lower girder member, angles secured to the outer faces of said vertical plates and the lower faces of the center sills.

13. In an under-frame for railway cars, in combination, center sills, an upper girder member secured between the center sills and body-bolster passing transversely beneath the center sills and said girder member, a lower girder' member passing beneath the body-bolster, vertical plates secured to the lower girder member, angles secured to the outer faces of said vertical plates and the lower faces of the center sills, with vangles secal 60 JOI-IN F. OCON NOR.

Witnesses:

CARRIE Gr. -RANz, ARLINE R. ARNOLD. 

